Horse-power



(N0 ModeL) SheetsSheet l.

. 4 0. W. KELLY & L. P. DIETER HORSE POWER. No. 329,394. Patented Oct. 27, 1885.

fittest lnuentars WM/JZZZAQWW (N0 ModeL) 4 Sheets-Sheet 2.

0. W. KELLY & L. 1=. DIETER..

HORSE POWER.

No. 329,394. Patented 0011.27, 1885.

vHnL est I111, eni. 01-3 TERS, Phowulhn her, Walhingtofl, 04 C.

(No Model.) I I 4 SheetS- Sheet 3'.

O. W. KELLY 8t L. F. DIETER.

HORSE POWER. No. 329,394. Patented Oct. 27, 1885.

fitte st @ww @Ww. 6M2% N. PETERS. Pmwunw m mr. Washingwn. nv c (N0 ModeL) 4, Sheets-Sheet 4.

0. W. KELLY & L. P. DIETER.

HORSE POWER. No. 329,394. Patented Oct: 27, 1885.

Inn cantor s UNITED STATES OLIVER IV. KELLY AND LOUIS F.

PATENT OFFICE.

DIETER, OF SPRINGFIELD, OHIO.

HORSE-POWER.

SPECIFICATION forming part of Letters Patent No. 329,394, dated October 27, 1885.

Application filed September 1, 1885. Serial No. 175,930.

To all whom it may concern..-

Be it known that we, OLIVER W. KELLY and LOUIS F. DIETER, citizens of the United States, residing at Springfield, in the county of Clark and State of Ohio, have invented certain new and useful Improvements in Horse- Powers, of which the following is a specification.

Our invention relates to improvements in horse-powers; and the object of our invention is to provide a horse-power which shall be simple and strong in its construction and more efficient in its operation than the horse-powers heretofore in use.

Our invention consists in the constructions hereinafter described, and set forth in the claims.

In the accompanying drawings, Figure 1 is a perspective view of our improved horse power. Fig. 2 is a longitudinal sectional view of the same. Fig. 3 is a plan view of the same with the gearing removed, showing the construction of the frame. Figs. 4 and 5 are end elevation views of the front and rear, re spectively. Figs. 6, 7, and 8 are detailed views, referred to hereinafter.

Like parts are indicated by similar letters of reference throughout the several views.

The entire mechanism of our improved horse-power is supported on a main frame, A, which is carried by four wheels, B. The main frame A is composed of two side pieces, A A, and end pieces, A A in the manner hereinafter set forth. The end pieces, A A are made of iron, and rest directly on and are connected to the axles B B on which the carrying-wheels are adapted to turn.

The power is received from the horses in the ordinary way by means of levers on the master-wheel G. This master-wheel 0 consists of a large ring with an inner flange pro vided at the top and bottom with series of gearteeth a and a, respectively, thus forming a large double beveled gear. From the master-wheel the power is transmitted to the main shaft D by two beveled pinions, b b, which engage on opposite sides with the master-wheel (l, the shaft D being supported at such an angle that one of the pinions comes above the master-wheel and the other pinion below the master-wheel G, and engage the respective gears a and a thereon. The main shaft D is (No model.)

supported at each end in bearing-boxes in the respective end pieces, A A which are cast with openings adapted to receive said boxes and hold them against lateral movement therein. Each of the pinions is provided at its outer end with a circular flange, N, at the pitch-line of the teeth thereof, said flanges being adapted to run on the tracks a at the outer ends of the teeth a and a on the master-wheel G. On the opposite side of the master-wheel from the respective pinions b and b are travelers c and 0', each of which consists of a pinion having a circular flange adapted to run on the tracks at the pitch-line of the respective gears on the master-wheel, and thus hold the master-wheel in gear with the driving-pinions Z) Z). The travelers c c are each made adj ustable to or from the master-wheel. The traveler c is journaled on the end of a short shaft, cflwhich is supported at the front end in a sliding box, 0 adapted to be moved vertically in the girder A by means of set-screws c in the top of the said girder, a bolt, 0 being extended through said box and adapted to tighten up and hold the box in any position of adjustment. The shaft 0 is supported at the rear end in a ball-shaped bearing-box, 0", adapted to accommodate itself to any position of the traveler c. The traveler c is supported on a short shaft, cl, which turns in bearing-boxes d d at each end, said bearing-boxes being supported in a small supporting-frame, d secured on the rear end girder, A". The supporting-frame d is provided at either end with set-screws d which pass up through said frame from the bottom, and are adapted to raise or lower the bearing-boxes d d as desired, and thus adjust the traveler to or from the master-wheel. The master-wheel is held against lateral movements by small lateral travelers e c, which are supported horizontally on the respective end girders by brackets e, and bear against the inner surface of the vertical flange of the master-wheel. The brackets e by which the lateral travelers are supported, are secured to the end girders by bolts 6", which pass through slotted openings in said brackets, so that the said brackets are adapted to be moved to or from the master-wheel. On either side of the master-wheel, at right angles or quartering to the driving-pinions, are guides ff on either end of a cross-piece on the frame A. These guides extend over and under the respective gears on the master-wheel and act as stopsto prevent the master-wheel from tilting too far in either direction. The opening in the guides through which the gear passes is made sufficiently large to give considerable clearance on either side of the gears, so that the gears do not ordinarily touch said guides, being balanced on the respective driving-pinions and travelers. By the use of the flanges on the drivingpinions, in connection with the tracks on the master-wheel and the adjustable toothed travelers, the gearing may be nicely adjusted, so that the best results may be obtained therefrom with little wear and strain thereon. The flanges on the driving-pinions prevent the teeth thereof from entering too deeply in gear and prevent wear on the tops of the teeth, while the travelers, being adjustable, are adapted to be moved to compensate for any wear, and thus keep the gearing always in proper position. The travelers, being toothed in the nature of pinions, cannot stop rolling,

shaft, 9.

and thus become worn on one side, as is f equently the case with plain travelers. On e main shaft D is a large spur-gear, D, hich meshes with a spur-pinion, E, support e on a The power is transmitted to the driven machinery by means of a shaft connected by a universal coupling to shaft 9, or in any other suitable manner. The shaft g is supported at either end'in adjustable universal bearing-boxes g 9 (see Fig. 7,) the box 9' being secured directly to the rear girder, A of the main frame.

The bearings proper consist of ball-shaped boxes supported in concavcd cases or sockets, as shown in Figs. 8 and 9. The bearings complete are secured to the supporting-frame by bolts 9 which pass through the outer casing, and through slotted openings g in the supporting frame or bracket. In the lower part of each supporting frame or bracket is a setscrew, 9 which bears against the lower side of the bearing, and serves to move the bearing up or down, as desired, the bolt 9 being adapted to hold the hearings in any desired position when tightened. By this construction the bearings may be readily adjusted without any fitting to their proper positions, any unevenness in the shrinkage of the girders or other parts being compensated for. The bearings, being ball-shaped or universah'will always be in line with the shaft, no matter what may be their relative position.

Secured on the shaft 9 is a brake-wheel, F, against which a brake-shoe, F, is adapted to bear, said shoe being operated by a brakelever, F.

The main frame A is made of considerable width at the rear to accommodate the spurgear D, but is made much smaller at the front, so that considerable latitude is allowed for the front wheels in turning corners, 800. Each end of the girders A A is provided at the top and bottom with flanges h, adapted to extend over the side pieces, A. They are also provided with a' series of bosses, h, adapted to enter corresponding openings in the side pieces, A. The bolts which secure the side pieces to the girders pass through the bosses h, and, when tightened,bind the frame tightly together. The girders A A rest directly on the axles B B, respectively, the front girder being adapted to rest on a plate on the front axle,to which it is attached by means of a pin, K, passing down through a suitable bearing on the side of the axle in such a manner that the axle can turn on the pin as an axis. The rear axle, as shown in Fig. 5, is made in two parts and bolted directly to the rear girder, A a central opening being thus formed for the connecting-shaft g.

The horse-power as above constructed, it will be seen, is very strong and compact. All

the working parts are made adjustable, the

principal parts being all supported directly on the iron end pieces, A and A which, by the construction set forth, are firmly tied together by the side pieces, A, and rest directly on the axles B B A Having thus described our invention, we claim 1. The combination, with the main frame composed of iron girders at the ends connected together by the wooden side pieces, the master-wheel having a series of gear-teeth on either side thereof, and a circular track at the ends of said gear-teeth, of driving-pinions on either end of the main shaft, adapted to engage with the respective master-wheel gears,

and adjustable travelers on the opposite sides of the master-wheel from said pinions, said pinions and travelers being provided with circular flanges adapted to travel on the master-wheel tracks, substantially as set forth.

2. The combination, with the master-wheel provided on opposite sides with a series of teeth, and tracks at the ends of said teeth, of driving-pinions provided with circular flanges on the respective ends of the main shaft, adapted to engage said gear-teeth, lateral travelers adapted to bear against the inside of the master-wheel rim, and circular toothed travelers adapted to engage said master-wheel on either side thereof opposite the driving-pinions, said toothed travelers being adjustable to andfrom the said master-wheel, as set forth.

3. The combination,with the iron girders at the front and rear, of the main shaft with driving-pinions at each end thereof, supported in bearings on said girders, the vertically and laterally adjustable travelers, also supported on said girders, and the supporting-guides quartering to said travelers, substantially as specified.

4. The combination, with the master-wheel and main shaft having driving-pinions at either end adapted to engage said masterwheel,of the iron girders supporting said main shaft at either end, said girders being provided at either end with bosses adapted to enter the ing' said girders, a driving-shaft supported in adjustable bearings at the bottom of said frame, and the axles connected to said girders, the rear axle being in two parts and bolted to the rear girder, as set forth, to form an opening for said shaft, substantially as specified.

In testimony whereof we have hereunto set our hands this 28th day of August, A.D. 1885.

OLIVER W. KELLY. LOUIS F. DIETER.

\Vitnesses:

PAUL A. STALEY, CHASE STEWART. 

